Boat drive



Juhe 3, 1930.

C. H. TEGMEYER BOAT DRIVE 3 Sheet -Sheet 1 Filed April 20, 1928 lzwi WJune 3, 1930. I c; H. TEGMEYER v 1,751,373

BOAT DRIVE Filed April 20, 1928 -S Sheets-Sheet 2 'June 3, 1930. v c. H.TEGMEYE BOAT DRIVE 15 Sheets-Sheet 5 Filed April 20, 1928 IINVENTORPatented June 3, 1930 STATES.

PATENT? oFFIcE BOAT DRIVE Application filed April 20, 1928. Serial No.271,464,

invention relates broadly to boat drives, and more particularly to animproved mechanism for actuating the propelling means of a boat. Itrelates still 5-; more particularly to adriving 'mechanism for a boathaving a propeller shaft adapted to be driven from more than one point,such as at or near its opposite ends, the propeller lying between thedriven points on the shaft. l0 A11- example, of this type of drive is tobe found in the common stern wheel boat such as is used in rivernavigation.

Indriving the propeller or paddle wheel of a boat of the type abovementioned, it is 15 important that equal forces be applied at all timesto the respective driving points on the propeller or paddle Wheel shaft,If the torque exerted on the shaft is greater at one of the drivingpoints than at the other, un- 20 equal stresses are set up which notonly tend to Weaken the shaft but also greatly reduce the efliciency ofthe drive. It is also desirable in this type of drive to provide foroperation of the propeller shaft at varying speeds and to insure equaldriving forces at the two driving points on the shaft at any speed.

I provide a boat drive comprising a main or primary driving means towhich are op- ,eratively connected subsidiary means, each of whichsubsidiary driving means is in turn connected with the propelling meansthrough a slip connection or clutch. The main driving means is sodisposed With relation to the subsidiary driving means that the forcesexerted on the former by the latter substantially counterbalance eachother, at least in one direction, whereby a smooth operation isattainedand L0, the Wear on the driving parts is small.

This

I further provide, in a boat drive ofthe Y typementioned, an idling unitcomprising essentially the primary driving means and at least a portionof the subsidiary driving means, the primary driving means beingsubstantially counter-balanced as above described, such idling unitbemgadapted for continuous operation whether or not the boat'3onn'ections or being propelled. i lift-L L The slip l ones abovementioned driving whereby the idling unit may at the will of the pilotbe operatively connected to the pro polling means to drive the same.

I also provide a control means whereby the respective clutches are atall times equally engagedin order to insure equal driving forces at therespective drivingpoints on the propelling means. The idling unit, whichmay comprise a driving shaft and a plurality of auxiliary shafts, ispreferably positively intergeared so as to insure operation of all partsof the idling unit upon r0 tation of the drivingshaft. This provisionminimizes Wear and tear due to repeated starting and stoppingof thedriving shaft with the consequent saving in power necessary for startingthe driving shaft from rest each time it has stopped. It also enables amore certain and facile control-of the boat and renders it capable ofeasy maneuvering. I

The respective clutches between the idling unit and the propelling meansare preferably mechanically connected to a common control means wherebyupon operation of the control means the respective clutches are operatedsimultaneously to the same extent. With the idling unit operating at apredetermined speed, the control means may be operated to engage theclutches to a desired extent, their cooperating friction surfacesslipping so as to effect operation of the propelling means at a speedless than that of the idling unit. Adjustment of the control meansincreases or decreases the speed ofthe propelling means as desired,thespeed of the idling unit remaining generally constant, although it will,of course, vary to some extent due to variation. in the load carried byit through the clutch connections.

I therefore provide a boat drive comprising a counterbalanced idlingunit adapted to. be continuously operated Whether or not the boat isbeing propelled, and means for connecting a propelling means to theidling unit so as to cause operation of the pros pelling means at anydesired speed, the connections between the idling unit and thepropelling means being controlled to exert siil isiiantially equalforces that the propels ling means at all times regardless of the speedof the latter.

In the accompanying drawings I have 11- lustrated a present preferredembodiment 0 the invention wherein Figure 1 is a top plan view of a boatdrive with portions cut away;

Figure 2 is a vertical cross-section on the line IIII of Figure 1;

Figure 3 is a horizontal cross-sectional view through a portion of thedrive;

Figure 1 is a detail of a portion of the control mechanism;

Figure 5 is a cross-section taken on the line VV of Figure l;

Figure 6 is a detail of a bearing ring; and

Figure 7 is a detail of a portion of the clutch mechanism.

Referring more particularly to the drawings, reference numeral 2designates a driving shaft suitably connected to a source of power, notshown. The shaft 2 is mounted in journals 3. Keyed to the shaft 2 areoppositely disposed bevel pinions The ournals 3 are connected to a mainframe 5 in which frame are journalled auxiliary shafts 6. The shafts 6are disposed in substantially the same horizontal plane but are offsetfrom one another with respect to a vertical plane for a purpose to bepresently described. The center lines of t e shaft 2 and the shafts 6all lie substantially in the same horizontal plane.

Keyed to one end of each of the'shafts 6 is a bevel gear 7. One of thesebevel gears meshes with one of the bevel pinions a and the other withthe other bevel pinion. Rotation of the shaft 2 therefore causes,through the pinions l: and gears 7, simultaneous rotation of therespective shafts 6 at the same speed and in the same direction. Thecomponents, in the direction of the axis of the shaft 2, of tae forcesexerted on such shaft by the bevel gears 7 are substantially equal andopposite in direction, whereby the shaft 2 is substantiallycounterbalanced in its axial direction. It is therefore only necessaryto journal it to provide for rotation, end th "(1st bearings not beingrequired, but if desired, such thrust bearings may be provided.

Encasing the pinions a and gears 7 is a supplemental frame 8 which isprovided with hearing portions 9 for the shafts 6. The supplementalframe 8 is also provided with slightly upstanding bearing portions 10with which and with the rear portions of the gears 7 suitable floatingbearing rings 11 cooperate. These bearing rings are provieed withcentrally disposed apertures 12 through which the shafts 6 are adaptedto pass and have journalled therein tapered roller bearings 12 whichcontact with the bearing portions 10 of the supplemental frame 8 andwith the rear portions of the respective gears 7. The supplemental frame8 being permanently positioned with respect to the main frame 5, all endthrust of the shafts 6 and the gears 7 is taken up in the bearing rings11. These lin s rotate freely between the ears 7 and the bearingportions 10 and maintain the gears positively in mesh at all times. Thusthe driving shaft 2 is counterbalanced by the auxiliary shaft 6, and thelatter are in turn in effect counterbalanced against each other by thebearing rings 11. Rotation of the shaft 2, therefore, always causespositive and accurate rotation of the shafts 6, lost motion and gearwear being to a great extent eliminated by the arrangement described.

Keyed to each of the shafts 6 is a circular clutch member 6 having aclutch surface 6 at its periphery. Suitably journalled in the main frame5 and coaxial with the respective shafts 6 are shafts 13. Positivelykeyed at one end of each shaft 18 is a collar 14 having integraloutstanding members 15.

Slidably mounted on each shaft 13 is a second collar 16 provided withupwardly extending bearing members 17. Pivoted to each of the bearingmembers 17 is an adjustable link 18, the opposite end of which ispivoted to a clutch member 19 which is itself in turn pivoted to one ofthe members 15, as at 20, to rotate into and out of clutching engagementwith circular clutch member 6".

Each of the collars 16 is provided with an annular recess 21 into whichfits a jointed ring 22 composed of two semi-annular members connectedtogether by bolts 23. Each of the members of the ring 22 is providedwith an upstanding post 24: for a purpose to be presently described.

Pivot-ed in the frame 5 substantially below the annular recess 21 ineach sleeve 16, as at 25, is a clutch lever 26 formed of strip material,as clearly shown in Figure 1, so as to be hollow. Opposite portions ofthe clutch lever 26 are provided with apertures 27 for reception of theposts 24: of the ring 22.

Pivoted at 28 in the frame is an operating lever 29 to which at pointsequidistant above and below the pivot 28, as at 30 and 31, respectively,are pivoted links 32, which links are in turn at their opposite endspivoted to the upper ends of the respective clutch levers 26, as at 33.A control rope or other means 34 may be attached to the upper end of thelever 29 whereby operation of the lever may be effected from a remotepoint.

The driving shaft 2, together with the shafts 6 and the circular clutchmembers 6*", form an idlin unit adapted to continuously rotateregardless of whether or not .the boat is being propelled. \Vith theparts in the position shown in Figure 2, the clutch members 19 are inpositive engagement with the clutch members 6, whereby the shafts pellershaft 36 carrying intermediate its ends a propeller 37. This propeller,as

13 are caused to rotateiwith and at the samespeed: as. the. shafts 6.Movement of the control: lever 29 in a clockwise direction,

viewing Figure 2, causes the collars 16 pivots 29 through the agency ofthe adjustable linksJlS, and disengaging the clutches whereby-theishafts13 are permitted to come toa -stop. The lever 29-, links 32, clutchlevers 26, sleeves 16 and links 18,- are soadjusted that at all times,irrespective of the relative positions of the clutch members,

both. of the clutches'are engaged to the same extent,that is, with thesame clutching force. By suitable manipulation of the control lever 29the frictional engagement of the clutches may be adjusted at the will ofthe pilot so that the shafts 13 may either be caused to rotate at thesame speed as the shafts 6 or at a desired speed less than that of theshafts 6. The speed of rotation of the shafts 13 is therefore dependentupon the pull exerted by the pilot upon the 0011- trol rope 34c.

Keyed to each shaft 13 adjacent its outer end is a sprocket 35. Suitablymounted in the boat in journals, not shown, is a pro shown, is of thepaddle wheel type used on stern drive boats, as above described. Keyed Iadjacent each end of the propeller shaft 36 is asprocket 38. Positivelyconnecting the respective sprockets 35 and 38 at each end is a drivingchain 39, whereby the ro-- tation of the shafts 13 is imparted to thepropeller shaft 36, the driving force at each end of the latter beingsubstantially the same. Thus the speed of rotation of the propeller iseasily and positively determined by the pull exerted by the pilot uponthe control rope 34. The idling unit operates continuously, the pointsof operative connection between it and the propeller being at therespective clutches. I11 this arrangement the only parts subjected toany considerable wear are the clutch members 19 which, as shown, are ofheavy construction to permit of their continued use under wear.

As the clutch members wear down, the wear is compensated for byadjustment of the adjustable links 18 so that the drive may at all timesbe maintained in such adjustment that the desired equal driving forceswill be imparted to the propeller 36 at its opposite ends.

Thus an improved boat drive, the parts of which are substantiallycounterbalanced and subjected to a minimum of wear, and which is adaptedto be very easily controlled to effect a desired speed of thepropeller,.is

,. provided. Provision is therefore made for maneuvering the boat. withgreat. facility and at a high degree of efficiency.

Thile I havev shown and described a present preferredv embodiment of.the ine.

vention, it is to be understood that the same is not limited thereto.but may be otherwise embodied within the following claims.

I claim:

1. A boat drive comprising a driving shaft, driven shafts extending indifferent directions from the driving shaft and positively gearedthereto, propelling means, and

scope of the clutch connections between each of the driving a main shaftand subsidiary shafts geared; thereto, such idling unit being adapted:to operate continuously whether or not the boat is being propelled,propelling means, clutch connections between. each of.

the subsidiary shafts. and thea propelling means,and means forsimultaneously operating the respective clutch connections, such.

connections being at all times equally. engaged.

rections from; themain. shaft, gearedt thereto,-

and exerting thrusts thereag'ainst substan tiallyin oppositedirections,propelling means, and clutch connections between: each pellingmeans.

5'. In aaboat drive,-a driving, shaft, at pluralityof opposedshaftsoperatively connected with the driving. shaft and exertingthruststhere against a component of the resultant of'which in the direction ofthe axis of the, driving shaft. is substantially zero, propelling means,and clutch connections between each of the second." mentioned shafts andthe propelling, means. i

i 6. Ina boat drive, adriving shaft, shaft operatively connected withthed'riving' shaft and substantially counterbalancing it in thedirection of its axis, each of the second mentioned shafts, beingsubstantially counterbalanced between the driving shaft. and

thrust means disposed oppositely thereto,

propelling means, andclutch connections between each of the secondmentioned. shafts.

and the propelling, means.v

operatively connected. with the driving shaft and substantiallycounterbalanced between the. driving. shaftand thrust means disposedoppositely thereto, propellingmeans, and; clutch, connections. between;each Of; the; secs:

In a boat drive, a main shaft, counter balancing shafts extending 111different di of the counterbalancing! shafts and the pro- '7. Ina boatdrive,.a. driving shaft, shafts 0nd mentioned shafts and the propellingmeans.

8. In a boat drive, a plurality of intergeared shafts, propelling means,clutch connections between each of the shafts and the propelling means,and a single control for the clutch connections, the respective clutchconnections being at all times equally engaged.

9. In a boat drive, a plurality of intergeared shafts forming an idlingunit adapted for continuous operation whether or not the boat is beingpropelled, propelling means, at least some of the shafts having ,clutchconnections with the propelling means, and a single control for theclutch connections, the clutch connections of said latter mentionedshafts being at all times equally engaged.

10. In a boat drive, a plurality of opera-' tively connected shafts, asingle propelling means, clutch connections between each of the shaftsand the propelling means, and control means for the clutch connectionsadapted to cause all the clutch connections to at all times be equallyengaged.

11. In a boat drive, a plurality of operatively connected shafts formingan idling unit adapted for continuous 1 operation whether or not theboat is being propelled, propelling means, clutch connections betweeneach of the shafts and the propelling means, and control meanscontrolling the clutch connections and adapted for connecting the idlingunit with the propelling means so that all the clutch connections are atall times equally engaged.

12. In a boat drive, a counterbalanced idling unit comprising aplurality of shafts, propelling means, clutch connections between therespective shafts and the propelling means, and control means forengaging all the clutch connections equally at all times whereby thepropelling means may be operated at. a desired speed relative to theidling unit.

13. In a boat drive, an idling unit, a propeller shaft having provisionfor operative connections adjacent both ends, clutch connections betweenthe idling unit and both ends of the propeller shaft, and equalizingmeans whereby the respective clutch connections are at all times equallyengaged.

- 14:.In a boat drive, an idling unit comprising a plurality of shaftsand adapted for continuous operation, a propeller shaft, clutchconnections between the respective shafts of theidling unit and therespective ends of the propeller shaft, and control means for causingoperation of the propeller shaft at a desired speed relative to theidling unit;

15. In a boat drive, an idling unit, a propeller shaft, clutchconnections between the idling unit and the respective ends of the myhand.

CHARLES H. TEGMEYER.

